Improved car-coupling



J. BAILOR Patented Sept. 4, 1866.

UNITED STATES PATENT -OEEIoE.

JOHN BAILOR, OF GANNON CITY, MINNESOTA.

IMPROVED CAR-COUPLING.

Specification forming part of Letters Patent No. 57,658, dated September4, 1866.

To all whom it may concern:

Be it known that 1, JOHN BAILOR, of Cannon Oity,'in the county of Riceand State of Minnesota, have invented a newand useful Improvement in(Jar-Couplings; and I do hereby declare that the following is a clear,full, and exact description of the construction and operation of thesame, reference being had to the annexed drawings, making a part of thisspecification, in which Figure l is a top view of the link-extension andswivel-link, as hereinafterdescribed. Fig. 2 is a top view of draw-barand attachments to center or draw timber of the car. Fig. 3 is a sideview or elevation of a portion of draw bar, and also a side view of thelink-extension with cap F Fig. l, removed, and also a side View of theswivel-link. Fig. 4 is a side view or elevation of a portion of thecenter or drawtimber of the car to which the coupling is attached, ofdraw-bar, its attachments to said timber, and the bearings upon whichthe drawbar rests, and also a side view of the link-extension .E c c,Fig. 1, with the caps F in place. Figs. 3 and 4 jointly show a side viewof the entire coupling in its ordinary working position. Fig. is a topview of the coupling at the moment of parting or uncoupling by the forceand action of side draft, ashereinafter explained. Fig. 6 is anisonietrical view of the swivel-link and nut.

The draw-bar Ac, Fig. 2, is constructed of cast-iron or other metal,with the bumper-head B, Fig.2, and usual rubber springs G c. A mortiseb, Fig. 2, is cut through the bumperhead for the purpose of allowing thedraw or shackle pin D, Fig. 4, to pass through.

The attachments of the draw-bar A to the center or draw timber of thecar are so constructed as to allow a free rotary motion of the draw-barupon the bearings N n, Fig. 4. The shape of the lower or pendent portionof the draw-bar A, as shown in Fig. 3, is such as to hold thelink-extension E and the wheel G to their place, and the slot S admitsthe pin L, Fig. 3.

The link-extension E c 6, Fig. 1, is constructed of cast-iron and othermetal, with the drawhead E, Fig. 3, in the usual form for the insertionof a link and pin, and with an opening to admit the wheel G, Fig. 1.

A steel or wroughtiron pin, L, is fixed in the ends of thelink-extension as shown in Fig. 1, working in the slot S of the drawbarA. An opening or mortise in the linkextension, and opposite and uponeach side of the wheel G, Fig. 1, when in position, holds the slidingbearings H h, Fig. l, of the axle of the wheel G, and allowing a freesliding or lateral motion of the same in the plane M m, Fig. 3. Thevertical ends of said slots or mortises form a seat for the spiralsprings K is, Fig. 1.

A movable cap, F, Fig. 4, covers such opening or slot in thelink-extension, being held in place by screws p p 9, Fig. 4, acorresponding projection and cover being cast solid upon the oppositeside, as shown at f, Fig. l.

The spiral springs K it, Figs. 1, 3, and 5, are constructed of steel,brass, or composition metal, with sufficient strength of spring toresist a pressure at full length equal to the whole weight of thelink-extension complete.

The wheel G is constructed of cast-iron or other metal, with a movableaxle, J, Fig. 3. Such axle, when in place, allows a rotary motion of thewheel G around itself, and also works freely on its bearings in thesliding boxes H h, Fig. 3.

The swivel-link Y, Fig. 6, is constructed of steel, wrought-iron, orother metal, in three partsa half-link, Y, Fig. 6, with a fixed bolt, Z,Fig. 6, the same having a thread cut corresponding with the nut; ahalf-link, Y Fig. 6, with two disks, V V, of the necessary strength, andforged with the half-link. A sufficient interval is left between the twoplates or disks to admit the nut X, Fig. 6, which forms the third partof the'swivel-link. After placing the nut X in its position between theplates V V, the bolt 2, Fig. 6, is inserted and pulled by the nut X toits place. The plate V below acts as a set-nut lo prevent the nut X fromaltering its position, sufficient play being given between the plates toallow a full halfturn. of the links in opposite directions.

Operation: The coupling is shown in its ordinary position, when.attached to cars, in Figs. 3 and 4. The draft is then in aline with thecenter of the track, as with couplings commonly used, and from thecenter of the cartimber 0, Fig. 4, is carried by the fasteninguncoupling for ordinary purposes is performed in the usual manner byinserting or removing the draw-pins D d. The draw-bar and thelink-extension in their ordinary position are held in place and togetherby the spiral springs K 70, Fig. 3, forcing the periphery of the wheel Gagainst a corresponding concave surface in the lower portion of thedraw-bar A, as shown in Fig. 3, the pin L being held to its place bysame force.

The spiral springs K k are not intended to operate against any pull orthrust of the cars when in motion, or at the moment of starting orstopping, such forces operating directly upon the rubber springs O 0,Fig. 2.

When a car attached to an engine, or in any part of a train, leaves thetrack while in motion, either from obstructions upon the track or frombroken wheels, axles, center-bearings, or otherwise, the side draftcaused thereby acts upon the draw-bars A A, turning them upon theirbearings at N n, Fig. 4, and in contrary directions. The coupling thentakes the position as shown by Fig. 5, and, forcing hack the springs Kk, throws out the wheels G G, and the pins L leaving the slot Sat thesame instant, the train is thus immediately broken or uncoupled at thepoint where such accident occurs. The swivel-link Y allows of suchaction of the draw-bars A A as described.

I claim that the same result as described above will follow concussionwhen severe enough to raise a car clear of the track such a distance aswould allow the flanges of the wheels to pass over the rails.

I do not claim the attachment of the rubber springs in connection withthe draw-bar, as shown.

1 do not claim the draw-pins or their method of insertion through thedraw-heads or links.

What I claim as my invention, and desire to secure by Letters Patent,is-

The application to railway-car couplings of wheels, springs,swivel-links, or shackles, in combination, and as herein described, andfor the purposes specified.

